KansasCity.com's view

The Euro-inspired LS is the opposite of what you expect a Lincoln to be, and that was never more evident than in my recent week-long test drive.

Earlier in the spring I spent the better part of a day sampling a variety of these new Lincolns at the press launch in California, but living with one day-to-day clarifies a car’s qualities and magnifies its faults. Even though the car driven for this review was a pre-production model from Lincoln’s press fleet, it did not appear to differ in any quantitative way from production models.

Roughly the size of a BMW 5-series or Lexus GS 300, the front-engine, rear-wheel-drive LS rides on a 114.5-inch wheelbase and comes with either a 3.0-liter, Duratec V6 or a 3.9-liter DOHC V8. The engines put out 210 and 252 horsepower respectively. For driving enthusiasts, the V6 is available with a 5-speed manual transmission. A sport package of 17-inch wheels, harder brake pads, quicker steering and high-performance tires is standard with the V6 manual and optional ($1,000) on the other models.

Prices start at $31,450 for the V6 with a 5-speed, $32,250 for the V6 with an automatic and $35,225 for the V8 and automatic transmission. Even loaded with options such as the AdvanceTrac stability enhancement system, sport package and SelectShift transmission, the maximum price hovers around $40,000, which is quite competitive with BMW, Lexus, Audi and Mercedes-Benz.

This car is evidence of a younger, hipper spirit at Lincoln, a company searching for new customers whose median age is well below that of Town Car buyers. Lean and taut, more BMW than Town Car, this newest addition to Lincoln’s lineup blends European roadholding with understated luxury, creating a four-door sedan that charts a new direction for the company heretofore known more for its full-size cruisers than slim traffic darts.

Under the conservatively tailored skin, about 40 to 45 percent of the parts are shared with the new S-Type Jaguar (also owned by Ford). Both the V6 and V8 are similar to the Jag’s engines but have less horsepower.

The LS’s character emerges quickly. It only takes a handful of miles to see just how effectively road noise has been eliminated, and fewer still for your body to appreciate the contour-hugging fit of the seats. This car fits like your favorite pair of jeans, and would be just as comfortable on a cross-country journey.

Attention to detail is one reason the LS is such a good road car. The fully independent, wishbone-style suspension uses anti-dive geometry to keep the car sitting flatter under braking and acceleration, and the four-wheel disc brakes are vented so they remain effective under heavy use. Aluminum is used extensively to keep weight down, and the battery is located in the trunk for better weight distribution and enhanced longevity. The two-piece driveshaft has a center bearing to reduce high-speed vibration.

Many of the young engineers who worked on the LS cut their corporate teeth working with Ford’s racing programs. This experience, as well as their desire to build a sedan with world-class dynamics, shows up when you tackle a twisty road or a freeway exit ramp. The LS is precise, balanced and confident.

The test car was equipped with the all-aluminum V8 and automatic transmission. This combination is not exceptionally fast, but it is extremely smooth. The V8’s excellent mid-range power makes it ideal for the new 5-speed automatic transmission. Those who want an automatic with the manual-shift option can choose SelectShift. Our test car was not so equipped.

The interior is unadorned and simple, almost to the point of being plain. It is highly functional, which is what counts for cars in this class. Gauges are easy to read, all secondary switches are grouped together and use wide flat buttons for easy operation. The seats have linear stitching for less interference and wood trim is used sparingly.

Front and side airbags are tandard.

Back-seat legroom is not quite as generous as I expected in a car with a longish 114.5-inch wheelbase, but it is certainly adequate.

The success of the LS is dependent on Lincoln’s ability to attract new, younger customers. If June sales are any indication (they were the best for Lincoln since December of 1990), the LS is off to a running start.

Price

Because the test car was a pre-production unit it did not have an exact price sticker, but the V8’s base price is $35,225. Adding AdvanceTrac, the convenience package and Audiophile stereo would bring the sticker price to $37,365.

Warranty

Four years or 50,000 miles.

To get in touch with Tom Strongman call (816) 234-4349 or e-mail: strongmn@kcstar.com.

Point: The LS has excellent driving dynamics, tailored styling and is priced very competitively. Driving enthusiasts can even get one with a 5-speed manual, the first Lincoln so equipped since the 1950s.

Counterpoint: Town Car buyers will think the LS is too small and rides too rough, but it is meant for buyers who want a European-style sedan.

The back-seat legroom is adequate but not generous.

SPECIFICATIONS:

ENGINE: 3.9-liter V8

TRANSMISSION: automatic

CONFIGURATION: Rear-wheel drive

WHEELBASE: 114.5 inches

CURB WEIGHT: 3,692 lbs.

BASE PRICE: $35,225

PRICE AS DRIVEN: $37,365

MPG RATING: est. 23 city/highway combined official figures not available yet